Axle box



3 Sheets-Sheet 1.

Patented Oct. 10, 1882..

AXLE BOX.

F. Wi WEBB.

(NO Model.)

ittorne 4 3 Sheets-Sheet 2 F. W. WEBB.

(,No Model.)

AXLB B0X.

Patented Oct. l0, 1882.

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N m bu L l w A ln l1 D l U na/ESSE @Afa @M (No Model.) 3 Sheets-Sheet 3.

P. W'. WEBB.

AXLBBOX.

No. 265,724. Patenwd 001;. 1o, 1882.

TVIZNESSES" n. PL'vERs Pnmomhognplm. wamingwn. ILC.

UNITED STATES PATENT OFFICE.

FRANCIS W. WEBB, F CREWE, COUNTY OF CHESTER, ENGLAND.

AXLE-BOX.

SPECIFICATION forming part of Letters 'Patent No. 265,724, dated October 10, 1882.

Application filed July 29, 1882. (No model.)

To all whom t may concern:

Be it known that I, FRANCIS WILLIAM WEBB, a subject of the Queen of Great Britain, residing at Crewe, in the county of Chester,

England, have invented certain new and useful Improvements in Radial Axle-Boxes for Locomotives and other Vehicles, of which the following is a specification.

The object ot' the invention is to permit a lateral motion of the axle of a locomotive or othervehicle and a corresponding lateral swing of the frame to facilitate working around curves in the track. When a locomotive or other vehicle is entering a curve the first effect, as is well understood, will be for the axle to tend to move laterally to accommodate the change in direction, and upon leaving the curve the locomotive-frame will tend to move on the axlebox to accommodate the change in motion. The axle and frame in their lateral movements in either direction operate to compress a nestof springs placed in the axle-box mid way, or thereabout, between the wheels, and these springs impart a tension and elasticity to the parts andtend always to return them to their normal central position. I employ a nest of springs, so that in case of breakage of one of them there will still be another or others to receive the thrust of the lateral movements. Under the organization of my invention above indicated engines can work around curves withoutany shock,jar, or strain upon theframe or running-gear.

I will now describe my improvements in detail, referring to the accompanying drawings, in which- Figure lis a horizontal sectional view on the line l l of Fig. 3, looking in the direction of the arrows. Fig. 2 is a plan view, partly in section, looking at the under side of my improved axle-box. Fig. 3 is a vertical section on the line 3 3 of Figs. 1 and 4, looking in the direction of the arrows. Fig. 4 is a transverse section on the line 4 4 of Figs. 2 and 3, looking in the direction of the arrows; Fig. 5, a transverse section on the line 5 5 of Figs. 2 and 3, looking in the direction of the arrows; and Fig. Gis a longitudinal sectional detail view on the line 6 6 of Fig. 4, looking in the direction of the arrows. I i

My improvements are designed to be applied to the front or hind or trailing carrying-wheels of a locomotive or other vehicle. In the drawings they are shown applied to the front wheels of a locomotive and the lateral motion of the axle-box is in the curved path, of which the center is at a point in rear ot the axle and about in the center of the usual group of four or more main carrying-wheels. Of course the arc ot' motion may be described from any suitable point.

The wheels A A are mounted upon the axle A in any usual and ordinary manner. The frame of the locomotive (represented by the letter B) is rigidly bolted to the front and rear plates or walls, B' B', of the outer boxing or guide. These walls are united centrally across the top by a straddling arch or bridge, C, which is rmly bolted to each wall, and gives the necessary strengtli'and rigidity to the parts. As shown in the drawings, the skeleton axleboxing formed by the walls or plates B B and the bridge C is open at top and bottom, and in horizontal section shows a curved shape, the centers from which the similar arcs or lines ot' the walls are struck being in rear of the axle, as above mentioned. This boxing or guide, which is rigid with the locomotive-frame, is to receive a correspondingly-shaped axle-box, which moves laterally therein, and on which the frame and skeleton boxing B in turn swing laterally, as will be hereinafter described. Midway between the wheels a spring-frame, D, is rigidly bolted to the front and rear plates, B B', ot the outer box, near their lower edges. The ends oi' this frame are preferably curved or arched, as shown at d, Fig. 4.

The axleA has its bearin gs in suitable journals, a a, which are carried in the laterallymoving internal boxing, E, which ts snugly in the boxing BB,asclearlyillustrated. This internal boxing, E, is preferably cast, and is rectangular in general cross-section, as illustrated in Figs. 4 and 5. It is open at the bottom, but closed at the top,its upper solid face c being preferably formed in one piece with the side plates or sections. Its sidewalls are, however, cut out at e', so as to straddle the spring-frame D and permit the necessary lateral motion of the parts without coming in IOC contact with it. This construction is clearly illustrated in the bottom view, Fig. 2, and in Figs. 4 and 6.

Two cross-heads, F F, are rigidly bolted to the laterally-moving internal boxing, E, opposite each end of the spring-frame D. (See Figs. 2, 3, and 6.) These cross-heads are provided with bosses or hubs ff, which project through the elongated openings ff in each end of the spring-frame and bear against internalannular shoulders on washers or socketed thrust-heads g.

The nest of springs H (two coiled springs being shown) is placed between the ends of the heads gg, and the springs and washers are held in place by a rod or bolt which passes through themand the cross-heads F, and is secured by suitable nuts. 1t will be noted that tbe axle A passes through the upper portion of the axle-box, and that the springs, crossheads, te., are placed below the axle, aplate, I, being placed between them and bolted to the cross-heads as a guard for dirt, tbc.

The frame of the locomotive, as above described, is securely bolted to the outer boxing or guides, B B. It is also supported upon the top of theinternal box, E, at each end by strutrods K, having bearing-shoes k,which bear and work in the sockets or grease-boxes L on the ends of the box,as shown clearly in Fig. 3.

Under the above organization it will be 0bvious that when a locomotive strikes a curve in the track the axle will be thrown laterally to accommodate the change in direction. The internal boxing, E, which carries the axle will therefore slide laterally within the outer boxing, B. One of the bosses fon the cross-heads F, according as the axle is thrown to the right or left, will compress the nest of springs within the spring-frame l),which is rigidly secured to the boxing B. In this movement the bearing-shoes k on the frame-struts K will slide in the sockets L on the frame.

It will be obvious that the frame may also swing laterally independently ot' the axle and its boxing E. In the latter oase the outerboxing, B,will slide on the inner boxing, and the shoes on the frame-struts will slide in their sockets to accommodate the movement.

Under my improved construction the locomotive possesses an elasticity and flexibility which greatly facilitate its workin g around curves and prevents shocks and jars to the engine and running-gear.

The details of my organization may be varied by those skilled in the art withoutdeparting from the principle ot' my invention. Thus the springs might be carried by the laterallymoving axle-box, and the thrust bosses or heads might be secured upon the outer boxing or frame, B. Such modifications of structure will readily present themselves, and do not involve substantial departures from my construction.

The fact that the axle-box moves laterally in the curved path described enables the wheels to follow the curvature ot' the track with greater ease and with less liability to strain.

What I claim as my invention isl. The combination, substantial ly as set forth, of the outer boxing or frame, B', rigidly secured to the main frame, the inner laterallymoving boxing carrying the axle, the elastic cushion carried by the outer frame, and the thrust bosses or heads carried'by the inner laterally-moving box. v

2. The combination, substantially as set forth,

of an axle boxing or frame rigidly secured tothe main frame, a laterally-moving boxing carrying the axle, and a spring or elastic cushion which receives the lateral thrust of the axlebox in either direction.

3. The combination, substantially as set forth, of an axle boxing or frame rigidly secured to the mainframe, a laterally-movable axle-box carrying the axle, a spring or elastic cushion which receives the side thrust of the moving box in either direction, and the strut-rods which support the frame upon the top of the late-rally-moving boxing.

4. The combination, substantially as set forth, of the outer skeleton boxing or frame rigidly bolted to the main frame, the inner laterallymoving box carrying the axle, the nest of springs or elastic cushion carried by the outer frame or boxing, the thrust cross-heads carried by the laterally-movin g boxing, and the framestruts which support the locomotive-frame upon the laterally-moving boxing.

5. The combination, with the locomotive or vehicle frame, ofthe outer boxing secured thereto, the inner laterally-moving box carrying the axle, and the struts or rods which support the weight of the frame directly upon the inner axlebox,'substantially as set forth.

6. Thecombination,substantially as setforth, of the outer boxing or frame rigidly bolted to the main frame and shaped in the arc of a circle in horizontal section, the correspondinglyshaped axle-box moving laterally within the outer casing, and a-n elastic cushion which receives the thrust of any sidewise movement of the parts.

In testimony whereof I have hereunto subscribed my name.

FRANCIS WILLIAM WEBB.

Witnesses:

JOHN B. WILsoN, J oHN W. SPARKS, Bot/L of 16 St. Aims Square, Manchester.

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